Internal-combustion engine



Jan. 15, 1929. r 1,699,111

J. H. LYONS I INTERNAL COMBUSTION ENGINE Filed June 28. 1926 Patented an. 1 5, 1929.

PATENT OFFICE.

mean If. LYONS, or sroxamz, wasnme'rorr.

m'rmmar-oomnusrron Enema.

App1lcation filed June 28, 1926. Serial Io. 118,974.

My present'invention relates to improvements 1n internal combustion engines of the combined multiple piston and multiple cylinder type wherein each cylinder is provided with a pair of work pistons movlng simultaneously in opposite directions with a combustion chamber between them, whereby expanding gases of combustion in the combustion chamber act with equal ressure upon both pistons in a cylinder. W en two or more units are used, the pairs of pistons in the parallel adjacent cylinders transmit substantially equal amounts of power through the pistons directly to the main 1 driving or crank shaft. An auxiliary crank shaft is also employed for indirectly transmitting developed power from a piston in each cylinder to the main {crank shaft or driving shaft.

A novel combination and arrangement of parts including a pump is provided for lubrieating the motor or engine parts and means are utilized for returning excess oil from the enclosure for the auxiliary crank shaft and its connections to the main crank case for access by the lubricating pump.

While I have shown and described my improvements as embodied in a two-cycle type of engine, and illustrated two units only in a motor or engine, it will be understood that other cycles of operation, or additional units of the engine or motor may be utilized if desired in carrying out the principles of my invention.

In the accompanying drawings I have illustrated one complete example of a twocgcle, twin-cylinder type of motor or engine, s owing the physical embodiment of my invention whereinthe parts are combined and arranged according to the best mode I have thus far devised for the practical applica tion of the principles of my invention, but it will be understood that various changes and alterations may be made in the exemplified structure, within the scope of my claims, without departing from the principles of my invention.

Figure 1 is a vertical sectional view of the engine showing a air of pistons at the end of a Working stro e and a complementary pair at the beginning of a working stroke.

. Figure 2 is a vertical sectional view at line 2-2 of Figure 1.

Figure 3 is a horizontal, or transverse sectional view at line 3-3 of Figure 1.

In its preferred form as illustrated I have utilized an upright engine with twin cylinders 1 and 2, parallel with and adjacent to each other and open at both top and bottom ends, with the combustionchambers 3 and 4 located at the longitudinal centers of the cylinders, and the usual spark plugs 5 are employed to ignite the fuel charges introduced to the combustion, chambers. The fuel charges enter the cylinders through intake ports 6 and 7 from the carbureter 8, and the cylinders have exhaust ports 9 and 10 leading to the manifold 11 for disposing of the spent gases of comubustion.

It will be noted in Figure 1 that the exhaust ports 9 and ware-located nearer to the intermediate space used as the combustion chamber in each cylinder than the intake ports for fuel charges in order'that the exhaust ports may be opened before the intake ports are opened, on the out or working stroke of the pistons.

The pairs of pistons in the adjacentcylinders are desi nated 12 and 13 and 14 and 15 and it will e obvious that the pistons of each pair reciprocate simultaneously in opposite directions to coinpress a charge on the instroke and to develop power on the out or working stroke. The pistons are provided with rods 16 and 17, the former coupled asiusual to the crank shaft or driving shaft 18 which is provided with the usual fly wheel or balance wheel 19 and drives the fan 20 through belt connection 21.

At the upper end of the motor an auxiliary crank shaft 22 is journaled in suitable bearin s and arranged for complementa operatlon with the main crank shaft throng the connecting or piston rods 17 to the pistons 12 and 13, and the two crank shafts which revolve in unison are coupled together by means of a sprocket wheel 23 on the auxiliary shaft, 9. sprocket chain 24, and another sprocket wheel 25 on the main crank shaft. To accomplish this means gears may also be employed.

The main crank shaft is enclosed within the lower crank case 26 and the auxiliary crank shaft is enclosed by a crank case 27 which is fashioned with oppositely inclined walls 28 for shedding excess oil that may besplashed thereon from the operating parts enclosed within the crank case 27.

A well known type of lubricating pump 29 is located in the lower or main crank case and operated in usual manner to lift oil from the main crank case through oil pipe 30 to and through the crank shafts, and to the connecting rods and bearings, and a return oil pipe 31'connects the two crank cases as seen in Figure 2. As seen also in Figure 2 the cylinders are provided with open heads 32 that project upwardl crank case and form oil spaces or chambers 33, and collars 34 having inturned flanges 35 are placed over the open cylinder heads to deflect drops of excess oil into the oil chamber. Thus excess or surplus oil that might find its way to the top of the upper pistons 12 is thrown upwardly in the auxiliary crank case and is eventually guided or directed by the inclined walls 28 and the deflecting flanges 35 to the oil space 33 from whence it flows back by gravity to the main crank case through the return pipe 31.

It will be apparent that the cylinders are supplied with a fuel charge as the pistons move on their out-strokes and uncover the intake ports 6, then after the compression stroke the charge is fired. The exhaust ports 9 and 10 because of their location nearer to the firing center of the combustion chamber are uncovered in advance of the intake ports 6 and 7 to exhaust the spent gases of combustion before the entrance of the fresh fuel 'tity 0 tion chamber from the carburetor may be charge to the combustion chamber for compression by the approaching pistons on their compression stroke. Both the exhaust portsand the intake ports are closed by the pistons during ignition of the charge and the resultin combustion of the fuel. The quanfuel charge admitted to the combusin the auxiliary ort opening, rom outside for the motor or engine, and as hereinbefore stated, various changes and alterations may bemade in the structure herein exemplified.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is 1. The combination in a multiple piston engine with its main crank shaft and case and an auxiliary crank shaft and case and transmission mechanism connecting the crank shafts, of a pump in the main crank case and operating meanstherefor, a supply pipe from the pump to the auxiliary operating parts, an oil collecting chamber in the auxiliary crank case, and a return p pe for oil from said chamber to the main crank case.

2. In a multiple piston engine the combicrank case closing the cylinder ends, said crank case having inclined walls and forming an oil-collecting space, means on the cylinder for deflecting excess oil to said space, and an oil drain pipe from the space.

3. In a multiple piston engine a cylinder having open ends and a crank case closing said ends, a collar having an inturned annular flange at the upper end of the cylin der-end and located above the bottom of the space formed by the upper crank-case closure, said upper crank-case enclosure having inclined walls, and an oil drain pipe from the bottom of the space.

In testimony whereof I aflix my signature.'

JESSE H. LYONS.

nation with a cylinder and its enclosing 

